JPS6325206Y2 - - Google Patents
Info
- Publication number
- JPS6325206Y2 JPS6325206Y2 JP1981123533U JP12353381U JPS6325206Y2 JP S6325206 Y2 JPS6325206 Y2 JP S6325206Y2 JP 1981123533 U JP1981123533 U JP 1981123533U JP 12353381 U JP12353381 U JP 12353381U JP S6325206 Y2 JPS6325206 Y2 JP S6325206Y2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- mount rubber
- idling
- pressure
- main body
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 229920001971 elastomer Polymers 0.000 claims description 36
- 239000005060 rubber Substances 0.000 claims description 36
- 239000012530 fluid Substances 0.000 claims description 23
- NJPPVKZQTLUDBO-UHFFFAOYSA-N novaluron Chemical compound C1=C(Cl)C(OC(F)(F)C(OC(F)(F)F)F)=CC=C1NC(=O)NC(=O)C1=C(F)C=CC=C1F NJPPVKZQTLUDBO-UHFFFAOYSA-N 0.000 claims description 7
- 238000013016 damping Methods 0.000 description 7
- 230000005540 biological transmission Effects 0.000 description 4
- 238000001514 detection method Methods 0.000 description 3
- 238000002955 isolation Methods 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 230000000903 blocking effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000007789 gas Substances 0.000 description 1
- 239000001307 helium Substances 0.000 description 1
- 229910052734 helium Inorganic materials 0.000 description 1
- SWQJXJOGLNCZEY-UHFFFAOYSA-N helium atom Chemical compound [He] SWQJXJOGLNCZEY-UHFFFAOYSA-N 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
Landscapes
- Combined Devices Of Dampers And Springs (AREA)
Description
【考案の詳細な説明】
本考案は、エンジンのアイドリング時における
微小振動のボデーへの伝達の遮断特性と、アイド
リング時以外の運転状態、例えば大トルク発生時
等におけるエンジンの大きな振動による大きな衝
撃の減衰特性とに優れたエンジン支持装置に関す
る。[Detailed description of the invention] This invention aims to improve the characteristics of blocking the transmission of minute vibrations to the body when the engine is idling, and the ability to prevent large shocks caused by large engine vibrations during operating conditions other than idling, such as when large torque is generated. The present invention relates to an engine support device with excellent damping characteristics.
第１図は従来公知のエンジン支持装置の要部構
造を示したもので、この支持装置の本体１は自動
車のボデー２に取付けられ、この本体１の上部に
は上面にエンジンを取り付ける台座３を有する上
部マウントゴム４、下部には下部マウントゴム５
が固着され、両マウントゴム４，５内には部屋
６，７がそれぞれ形成され、これらの各部屋６，
７内には流体が封入されるとともに、一定径のオ
リフイス８で連通されている。 Fig. 1 shows the main structure of a conventionally known engine support device.The main body 1 of this support device is attached to the body 2 of an automobile, and the upper part of this main body 1 has a pedestal 3 on which the engine is mounted. The upper mount rubber 4 has a lower mount rubber 5.
are fixed, and chambers 6 and 7 are formed in both mount rubbers 4 and 5, respectively.
A fluid is sealed inside 7 and communicated through an orifice 8 having a constant diameter.
このような構造のエンジン支持装置では、アイ
ドリング時の振動遮断特性をよくするためにオリ
フイス８の通路径を大きくしてばね常数を小さく
すると、大きな振動に対応する高い減衰力が得ら
れず支持装置の変形が大きくなり、エンジンが他
の車体構造物に干渉するようになるためストツパ
が必要となるという不具合がある。また、前記大
きな振動による衝撃に対応できるようにオリフイ
ス８の通路径を小さくしてばね常数を大きくする
と、減衰力は高くなるがアイドリング時の微小振
動では流体がオリフイス８を流れなくなり、振動
遮断特性が悪化してしまうという不具合がある。
さらに、一定通路径のオリフイス８のみを備えた
ものでは、高い振動数の荷重が入力されたり、大
きな荷重が急激に入力されると部屋６内の圧力が
マウントゴム４の弾性力を越えて高圧となり、こ
の状態となるとマウントゴム４が膨張変形して部
屋６内の圧力が低減されるので、流体がオリフイ
ス８を流通しなくなり、減衰力が低減してしまう
上にさらに高圧となるとマウントゴム４が破損し
てしまうという欠点もある。 In an engine support device having such a structure, if the passage diameter of the orifice 8 is increased and the spring constant is decreased in order to improve the vibration isolation characteristics during idling, a high damping force corresponding to large vibrations cannot be obtained, and the support device The problem is that the deformation of the engine becomes large and the engine interferes with other vehicle body structures, requiring a stopper. In addition, if the passage diameter of the orifice 8 is made smaller and the spring constant is increased to cope with the impact caused by the large vibrations, the damping force will increase, but the fluid will no longer flow through the orifice 8 due to small vibrations during idling, resulting in vibration isolation characteristics. The problem is that it gets worse.
Furthermore, in a device equipped with only an orifice 8 with a constant passage diameter, if a load with a high frequency is input or a large load is suddenly input, the pressure inside the chamber 6 will exceed the elastic force of the mount rubber 4, resulting in a high pressure. In this state, the mount rubber 4 expands and deforms and the pressure inside the chamber 6 is reduced, so fluid no longer flows through the orifice 8, reducing the damping force and further increasing the pressure. It also has the disadvantage of being damaged.
本考案の目的は前記問題点を解消し、アイドリ
ング時の微小振動のボデーへの伝達を遮断する特
性と、トルク発生時等の大きな振動による衝撃を
減衰する特性のいずれにも優れたエンジン支持装
置を提供するにある。 The purpose of this invention is to solve the above-mentioned problems, and to create an engine support device that is excellent in both the characteristics of blocking the transmission of minute vibrations to the body during idling, and the characteristics of damping shocks caused by large vibrations such as when torque is generated. is to provide.
以下図面を参照して、本考案による一実施例に
ついて説明する。 An embodiment of the present invention will be described below with reference to the drawings.
第２図、第４図においてボデー１０に装着され
たエンジン支持装置の本体１１には水平な軸心に
沿つた大径小径よりなる段付シリンダ１２が穿設
され、この段付シリンダ１２内にはピストン弁１
３が摺動自在に嵌入されている。この本体１２の
上部には上面に図示しないエンジンを取り付ける
台座１４と外周に半径方向の変形を抑えるリング
１５を具えた上部マウントゴム１６、下部には下
部マウントゴム１７がそれぞれ気密に装着され、
両マウントゴム１６，１７内の部屋１８，１９に
は同一の流体が封入されている。この両部屋１
８，１９は本体１１の上下方向に沿つて穿設され
た同一径の２つの大通路２０，２１と下側通路２
３を一段と細くした２つの小通路２２，２３とで
前記段付シリンダ１２の大径シリンダを介して連
通されるとともに、大通路２０，２１は、段付シ
リンダ１２内のピストン弁１３によつて、後述す
る如く、エンジンの運転状態に応じて開閉される
とともに部屋１８内の流体圧力に応じてその通路
面積が制御されるようになつており、小通路２
２，２３は常時連通されている。また、前記ピス
トン弁１３はばね２４によつて前記大通路２０，
２１の連通を遮断する（大通路２０，２１を閉じ
る）方向に付勢されている。さらに、前記段付シ
リンダ１２に嵌入されたピストン弁１３の先端に
は、ばね２４による付勢方向に対抗する流体圧を
導入するパイプ２５が連結されている。この流体
圧は、周知の検出手段によつて検出されたエンジ
ンの運転状態（被検出要素としてはエンジンの回
転速度、ガソリンエンジンのスロツトル弁開度、
デイ−ゼルエンジンのラツク位置等がある。）に
応じて決定されるように構成されている。なお、
前記流体圧としては油等の液体の他に、ヘリウム
等の気体を用いることもできる。 In FIGS. 2 and 4, the main body 11 of the engine support device attached to the body 10 is provided with a stepped cylinder 12 having a large diameter and a small diameter along a horizontal axis. is piston valve 1
3 is slidably inserted. At the top of this main body 12, a pedestal 14 for mounting an engine (not shown) on the upper surface, an upper mount rubber 16 having a ring 15 on the outer periphery to suppress deformation in the radial direction, and a lower mount rubber 17 at the bottom are airtightly installed.
The same fluid is sealed in chambers 18 and 19 within both mount rubbers 16 and 17. Both rooms 1
Reference numerals 8 and 19 indicate two large passages 20 and 21 of the same diameter, which are bored along the vertical direction of the main body 11, and a lower passage 2.
The two small passages 22 and 23, which are made narrower than the main passages 20 and 21, communicate with each other through the large diameter cylinder of the stepped cylinder 12. As will be described later, the small passage 2 is opened and closed according to the operating state of the engine, and its passage area is controlled according to the fluid pressure within the chamber 18.
2 and 23 are always in communication. Further, the piston valve 13 is connected to the large passage 20 by a spring 24.
21 (close the large passages 20, 21). Further, a pipe 25 is connected to the tip of the piston valve 13 fitted into the stepped cylinder 12 to introduce fluid pressure opposing the biasing direction of the spring 24 . This fluid pressure is based on the operating state of the engine detected by a well-known detection means (detected elements include engine rotational speed, throttle valve opening of a gasoline engine,
There are easy positions for diesel engines, etc. ). In addition,
As the fluid pressure, in addition to liquid such as oil, gas such as helium can also be used.
前記のように構成された本考案に係るエンジン
支持装置の作用について第２図、第３図で説明す
る。 The operation of the engine support device according to the present invention constructed as described above will be explained with reference to FIGS. 2 and 3.
前記検出手段で検出されたエンジンの運転状態
がアイドリング状態である時には、パイプ２５を
介して前記流体圧をピストン弁１３右端に導入
し、同ピストン弁１３を、第２図に示す如く、ば
ね２４の付勢力に抗して左方向に移動させ、大通
路２０，２１を全開とする。この状態では、上部
マウントゴム１６内の流体は、大通路２０，２１
を介して容易に下部マウントゴム１７内へ流通可
能となる。従つて、上部マウントゴム１６は変形
し易くなつて、ばね常数が第５図に破線で示すよ
うに小さくなり、アイドリング時の微小振動の伝
達遮断特性が良好となる。 When the operating state of the engine detected by the detection means is an idling state, the fluid pressure is introduced to the right end of the piston valve 13 through the pipe 25, and the piston valve 13 is moved by the spring 24 as shown in FIG. The large passages 20 and 21 are fully opened by moving the large passages 20 and 21 to the left against the urging force of . In this state, the fluid in the upper mount rubber 16 flows through the large passages 20 and 21.
It can easily flow into the lower mount rubber 17 through the . Therefore, the upper mount rubber 16 becomes easily deformable, the spring constant becomes small as shown by the broken line in FIG. 5, and the transmission and isolation characteristics of minute vibrations during idling become better.
次に、前記検出手段によつて検出されたエンジ
ンの運転状態がアイドリング時以外の運転状態、
例えば大トルク発生によりエンジンに大きな振動
が発生するような運転状態である時には、パイプ
２５内の流体圧を０とし、ばね２４の付勢力によ
つてピストン弁１３を、第３図に示す如く、大通
路２０，２１を全閉する位置まで右方向に移動さ
せ、上部マウントゴム１６内に封入された流体が
小通路２２，２３を流通するようにする。この状
態において、エンジンの振動による荷重が台座１
４に作用すると、台座１４の下降に伴つて上部マ
ウントゴム１６が変形し、内部の流体が小通路２
２，２３を介して下部マウントゴム１７内へ流通
するが、この際、小通路２２，２３（主に小通路
２３）のオリフイス作用により減衰力が発生し、
前記エンジンの振動を減衰することができる。ま
た、この状態（大通路２０，２１が全閉された状
態）では、台座１４の下降に伴う上部マウントゴ
ム１６の変形により、同上部マウントゴム１６内
の流体の圧力が上昇し、その圧力がピストン弁１
３を第３図中左方へ押圧する力として作用するの
で、同圧力による作用力がばね２４の付勢力より
大きくなると、ピストン弁１３は左方へ移動して
前記圧力に応じて大通路２０，２１を開放し、こ
れによつて上部マウントゴム１６内の圧力が下降
するとばね２４の付勢力によりピストン弁１３は
右方へ押戻されて再び大通路２０，２１を閉塞す
る。この結果、上部マウントゴム１６内の圧力が
ばね２４によつて決まる設定値より高くなること
が防止されるとともに封入流体圧力の増大に応じ
てピストン弁１３の開度が増大され、上部マウン
トゴム１６の破損が防止されるとともに、大きな
荷重が急激に作用した場合でも封入流体の流通が
確保されて減衰力を維持することができるもので
ある。なお、この場合の支持装置の特性は第５図
に実線で示したようになる。 Next, the operating state of the engine detected by the detection means is an operating state other than idling;
For example, when the engine is in an operating state where large vibrations are generated due to the generation of a large torque, the fluid pressure in the pipe 25 is set to 0, and the piston valve 13 is moved by the biasing force of the spring 24, as shown in FIG. The large passages 20, 21 are moved rightward to the fully closed position, and the fluid sealed in the upper mount rubber 16 is allowed to flow through the small passages 22, 23. In this state, the load due to engine vibration is applied to the pedestal 1.
4, the upper mount rubber 16 deforms as the pedestal 14 descends, and the fluid inside flows into the small passage 2.
2 and 23 into the lower mount rubber 17, but at this time, a damping force is generated due to the orifice action of the small passages 22 and 23 (mainly the small passage 23).
Vibrations of the engine can be damped. In addition, in this state (the state in which the large passages 20 and 21 are completely closed), the pressure of the fluid in the upper mount rubber 16 increases due to the deformation of the upper mount rubber 16 as the pedestal 14 descends. piston valve 1
3 to the left in FIG. 3. Therefore, when the acting force of the same pressure becomes larger than the biasing force of the spring 24, the piston valve 13 moves to the left and closes the large passage 20 in accordance with the pressure. , 21 are opened, thereby reducing the pressure in the upper mount rubber 16, the piston valve 13 is pushed back to the right by the biasing force of the spring 24 and closes the large passages 20, 21 again. As a result, the pressure inside the upper mount rubber 16 is prevented from becoming higher than the set value determined by the spring 24, and the opening degree of the piston valve 13 is increased in accordance with the increase in the sealed fluid pressure, and the upper mount rubber 16 is prevented from becoming higher than the set value determined by the spring 24. In addition to preventing damage to the damper, even when a large load is suddenly applied, the flow of the enclosed fluid is ensured and the damping force can be maintained. The characteristics of the support device in this case are as shown by the solid line in FIG.
ところで、前記実施例は両マウントゴム内を連
通する通路を大小２つ設けた場合で説明したが、
同連通路は大径のものであれば１つでもよく、１
つの大連通路の場合には、ピストン弁１３の段違
い側面を傾斜させて、同傾斜面に上部マウントゴ
ム１６内の圧力が作用するとともに連通路の下側
通路面積が上側通路面積より小さくなるように構
成すれば前記実施例と同様な作用効果を得ること
ができる。 By the way, in the above embodiment, two large and small passages were provided that communicated between the two mount rubbers.
One communicating passage may be used as long as it has a large diameter;
In the case of two large communicating passages, the uneven side surfaces of the piston valve 13 are inclined so that the pressure in the upper mount rubber 16 acts on the inclined plane and the lower passage area of the communicating passage is smaller than the upper passage area. If configured, it is possible to obtain the same effects as those of the above embodiment.
また、上部マウントゴム１６内の圧力に応じた
ピストン弁１３の開度制御を電気的手段で達成す
ることも可能であり、この場合には、上部マウン
トゴム１６内の封入流体圧力を電気的に計測し、
この計測結果に応じて前記パイプ２５から導入さ
れる流体圧力を制御してピストン弁１３の開度を
調整すれば、前記実施例と同様な作用効果を得る
ことができる。 It is also possible to electrically control the opening of the piston valve 13 according to the pressure within the upper mount rubber 16. In this case, the sealed fluid pressure within the upper mount rubber 16 can be controlled electrically. Measure and
If the opening degree of the piston valve 13 is adjusted by controlling the fluid pressure introduced from the pipe 25 in accordance with this measurement result, the same effects as in the embodiment described above can be obtained.
ただし、前記２つの変形例の場合でも、エンジ
ンのアイドリング時にはパイプ２５から流体圧力
を導入して連通路が全開となるようにピストン弁
１３を移動させる必要のあることは前記実施例と
全く同様である。 However, even in the case of the above two modified examples, it is exactly the same as in the above embodiment that when the engine is idling, it is necessary to introduce fluid pressure from the pipe 25 and move the piston valve 13 so that the communication passage is fully opened. be.
以上に述べたように、本考案は、上部にエンジ
ンを取り付ける台座を具え内部に流体が封入され
た上部マウントゴムと、内部に流体が封入された
下部マウントゴムと、前記上部及び下部マウント
ゴムがそれぞれ上下に気密に装着されるとともに
両マウントゴムの内部を連通する連通路が形成さ
れ自動車のボデーに装着された本体と、同本体に
内装され前記エンジンの運転状態及び前記上部マ
ウントゴム内の圧力に応じて前記連通路の流通面
積を制御する制御弁とを設け、同制御弁が、前記
エンジンのアイドリング時に前記連通路を全開と
し、前記アイドリング時以外の運転状態では前記
上部マウントゴム内の圧力の増加に応じて弁開度
を増大するように構成されたことを特徴とするの
で、エンジンのアイドリング時における微小振動
のボデーへの伝達の遮断特性と、アイドリング以
外の運転状態におけるエンジンの大きな振動によ
る衝撃の減衰特性に優れたエンジンの支持装置を
提供できるものである。 As described above, the present invention includes an upper mount rubber having a pedestal for mounting an engine on the upper part and having a fluid sealed inside, a lower mount rubber having a fluid sealed inside, and the upper and lower mount rubbers. The main body is airtightly mounted on the top and bottom, and a communication path is formed to communicate the inside of both mount rubbers, and is attached to the body of the automobile. and a control valve that controls the flow area of the communication passage according to the engine, and the control valve fully opens the communication passage when the engine is idling, and reduces the pressure in the upper mount rubber in operating conditions other than the idling. The valve opening degree is increased in response to an increase in the engine speed, so that the valve opening degree is increased in response to an increase in engine speed, so that it has the ability to cut off the transmission of minute vibrations to the body when the engine is idling, and to reduce the large vibrations of the engine during operating conditions other than idling. Accordingly, it is possible to provide an engine support device with excellent shock attenuation characteristics.
第１図は従来のエンジン支持装置の要部断面
図、第２図は本考案一実施例の構造を示す断面
図、第３図は同一実施例の作動を説明する要部断
面図、第４図は第２図のＡ矢視図、第５図は前記
一実施例によるエンジン支持装置の変位一荷重特
性を示す線図である。
１０……ボデー、１１……本体、１３……ピス
トン弁、１６……上部マウントゴム、１７……下
部マウントゴム、２０，２１，２２，２３……連
通路。
Fig. 1 is a sectional view of the main part of a conventional engine support device, Fig. 2 is a sectional view showing the structure of an embodiment of the present invention, Fig. 3 is a sectional view of the main part explaining the operation of the same embodiment, and Fig. 4 The figure is a view in the direction of arrow A in FIG. 2, and FIG. 5 is a diagram showing the displacement-load characteristics of the engine support device according to the embodiment. 10... Body, 11... Main body, 13... Piston valve, 16... Upper mount rubber, 17... Lower mount rubber, 20, 21, 22, 23... Communication path.
Claims (1)
流体が封入された上部マウントゴムと、内部に流
体が封入された下部マウントゴムと、前記上部及
び下部マウントゴムがそれぞれ上下に気密に装着
されるとともに両マウントゴムの内部を連通する
連通路が形成され自動車のボデーに装着された本
体と、同本体に内装され前記エンジンの運転状態
及び前記上部マウントゴム内の圧力に応じて前記
連通路の流通面積を制御する制御弁とを設け、同
制御弁が、前記エンジンのアイドリング時に前記
連通路を全開とし、前記アイドリング時以外の運
転状態では前記上部マウントゴム内の圧力の増加
に応じて弁開度を増大するように構成されたこと
を特徴とするエンジンの支持装置。 An upper mount rubber has a pedestal on which the engine is attached and has a fluid sealed inside, a lower mount rubber has a fluid sealed inside, and the upper and lower mount rubbers are installed airtightly above and below, respectively, and both mounts are provided. A main body is formed with a communication passage connecting the inside of the rubber and is mounted on the body of the automobile, and a main body is installed inside the main body and controls the circulation area of the communication passage according to the operating condition of the engine and the pressure inside the upper mount rubber. and a control valve that fully opens the communication passage when the engine is idling, and increases the valve opening in accordance with an increase in pressure in the upper mount rubber in operating states other than the idling. An engine support device characterized in that it is configured as follows.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12353381U JPS5829517U (en) | 1981-08-22 | 1981-08-22 | engine support device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12353381U JPS5829517U (en) | 1981-08-22 | 1981-08-22 | engine support device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5829517U JPS5829517U (en) | 1983-02-25 |
| JPS6325206Y2 true JPS6325206Y2 (en) | 1988-07-11 |
Family
ID=29917434
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12353381U Granted JPS5829517U (en) | 1981-08-22 | 1981-08-22 | engine support device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5829517U (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60113832A (en) * | 1983-11-21 | 1985-06-20 | Tokai Rubber Ind Ltd | Mounting device of power unit |
| JPH0641248B2 (en) * | 1985-02-20 | 1994-06-01 | 日産自動車株式会社 | Power unit vibration control device |
| JPH0536101Y2 (en) * | 1985-04-12 | 1993-09-13 | ||
| JPH0623786Y2 (en) * | 1985-09-30 | 1994-06-22 | カヤバ工業株式会社 | Automotive rubber bushing spring characteristic adjustment device |
| JPH0722509Y2 (en) * | 1987-02-26 | 1995-05-24 | 本田技研工業株式会社 | Fluid-filled mount |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6339457Y2 (en) * | 1981-03-05 | 1988-10-17 |
-
1981
- 1981-08-22 JP JP12353381U patent/JPS5829517U/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5829517U (en) | 1983-02-25 |
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